EP1873369B1 - Regeneration of a diesel particulate filter - Google Patents

Regeneration of a diesel particulate filter Download PDF

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Publication number
EP1873369B1
EP1873369B1 EP06425447A EP06425447A EP1873369B1 EP 1873369 B1 EP1873369 B1 EP 1873369B1 EP 06425447 A EP06425447 A EP 06425447A EP 06425447 A EP06425447 A EP 06425447A EP 1873369 B1 EP1873369 B1 EP 1873369B1
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EP
European Patent Office
Prior art keywords
particulate filter
regeneration
diesel
diesel particulate
temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06425447A
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German (de)
English (en)
French (fr)
Other versions
EP1873369A1 (en
Inventor
Alberto Gioannini
Francesco Bechis
Marco Tonetti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Centro Ricerche Fiat SCpA
Original Assignee
Centro Ricerche Fiat SCpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Centro Ricerche Fiat SCpA filed Critical Centro Ricerche Fiat SCpA
Priority to EP06425447A priority Critical patent/EP1873369B1/en
Priority to AT06425447T priority patent/ATE477405T1/de
Priority to DE602006016094T priority patent/DE602006016094D1/de
Priority to US11/812,860 priority patent/US7891174B2/en
Priority to JP2007169400A priority patent/JP5345301B2/ja
Publication of EP1873369A1 publication Critical patent/EP1873369A1/en
Application granted granted Critical
Publication of EP1873369B1 publication Critical patent/EP1873369B1/en
Priority to JP2013059030A priority patent/JP5575292B2/ja
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to management of regeneration of a diesel-particulate filter (DPF).
  • DPF diesel-particulate filter
  • the main problems are represented by the presence, in the exhaust gases, of nitrogen oxides (NOx) and of particulate, whereas carbon oxides (CO) and hydrocarbons (HC) do not constitute any particular problem.
  • NOx nitrogen oxides
  • CO carbon oxides
  • HC hydrocarbons
  • a diesel-particulate filter is in general constituted by parallel channels with alternately obstructed porous walls.
  • the obstructions force the exhaust gases to traverse the side walls of the channels so that the unburnt particles constituting the particulate are first withheld in the porosities of the side walls themselves and then, when the latter are completely filled, accumulate on the internal surfaces of the walls of the channels to form a layer of accumulation.
  • Regeneration of a diesel-particulate filter constitutes the main problem linked with use of said type of filters in the automotive field.
  • the methods of self-ignition of combustion of the particulate may be broadly divided into two major categories, according to the type of approach adopted: belonging to the first category are methods of self-ignition based upon the use of an additive in the diesel fuel, which, by acting as catalyst, enables a reduction in the temperature for triggering regeneration of approximately 100 to 150°C, whilst belonging to the second category are those methods of self-ignition of combustion of the particulate based upon control of combustion of the engine.
  • a different strategy for obtaining the increase in temperature of the exhaust gases at inlet to the diesel-particulate filter envisages, in addition to the main injection, a post-injection performed during the exhaust phase.
  • a fuel post-injection performed prevalently in the exhaust phase of the engine means that the fuel injected will not contribute, except to a reduced extent, to combustion, generating a motive torque, and hence will reach the catalytic converter directly in the unburnt state, thus determining an increase in the hydrocarbons HC present in the exhaust gases, which, in turn, are oxidized within the oxidizing catalytic converter.
  • the exothermic reaction of oxidation that occurs within the oxidizing catalytic converter brings about the rise in temperature of the exhaust gases at inlet to the diesel-particulate filter, which, as is known, is located downstream of the oxidizing catalytic converter, thus enabling regeneration of the diesel-particulate filter itself.
  • First-generation diesel-particulate filters are made using ceramic materials with a much higher thermomechanical resistance (silicon carbide), and these characteristics of strength enable management of regeneration in a not particularly accurate way but with the sole purpose of performing regeneration in the shortest time possible.
  • EP-A-1 455 070 discloses a regeneration device for a filter which traps particulate matter in an exhaust gas of an engine.
  • a sensor detects an engine running point.
  • a controller determines whether or not the detected engine running point is in a low load region, when the deposition amount of particulate matter is more than a first reference amount. Furthermore, the controller immediately starts a first filter regeneration control by raising a temperature of the exhaust gas, when the detected engine running point is not in the low load region, and starts a second filter regeneration control by raising the temperature of the exhaust gas after the deposition amount of particulate matter exceeds a second reference amount, when the detected engine running point is in the low load region.
  • FR-A-2 872 208 discloses a system for assisting regeneration of pollution management means associated with oxidation catalyst forming means implementing an oxygen storage capacity function, and integrated in an exhaust line of a motor vehicle diesel engine.
  • the engine is associated with common ramp means supplying fuel to the cylinders thereof.
  • the invention is characterized in that it comprises means for determining the number of incomplete regeneration processes of the pollution management means and for comparing same to predetermined threshold values to control the engine in a first lean mixture regeneration operating mode for a number less than the threshold values or in a second regeneration operating mode of engine operation sequences alternating rich mixture and lean mixture operating phases for a number greater than the threshold values.
  • the aim of the present invention is to provide a method for managing regeneration of a diesel-particulate filter that will enable the drawbacks indicated above to be overcome at least in part.
  • Provided according to the present invention is a method for managing regeneration of a diesel-particulate filter as defined in the annexed claims.
  • reaction of oxidation can be controlled through the following physical quantities:
  • the inventive idea underlying the present invention is that of appropriately controlling the rate of the reaction of oxidation of the particulate that takes place within the diesel-particulate filter, and consequently the rate of regeneration of the diesel-particulate filter itself, defined as the amount of particulate eliminated (burnt) per unit time, acting on the physical quantities listed above in such a way as to attenuate the temperature peaks and the high thermal gradients that occur both at light-off and during propagation of combustion of the particulate itself.
  • the inventive idea underlying the present invention is that of varying the rate of regeneration of the diesel-particulate filter during regeneration thereof carrying out in succession two different regeneration steps: a first step in which the diesel-particulate filter is regenerated at a rate lower than that at which regeneration would normally occur in way such as to slow down development of the reaction of oxidation so as to "dampen" in a controlled way the amount of heat developed during the first instants of the reaction of oxidation, and a second step in which the diesel-particulate filter is regenerated at the rate at which regeneration of the diesel-particulate filter is currently performed.
  • the two steps of regeneration described above can possibly be preceded by a step of warming-up of the diesel-particulate filter 7 designed precisely to create said conditions.
  • the two different regeneration rates are obtained through appropriate calibrations of the engine that enable exhaust gases to be obtained that are able to slow down as much as possible combustion of the particulate during the first regeneration step and, instead, to speed up combustion of the particulate as much as possible during the second regeneration step.
  • the air at inlet to the engine is controlled, in particular by acting on the throttle valve set on the intake pipe, on the exhaust-gas recirculation (EGR) valve, and on the position of the blades of the turbo-supercharger (and possibly on the swirl of the flow of the air taken in via small throttle valves set on the intake pipe).
  • EGR exhaust-gas recirculation
  • Figure 1 shows the diagram of a system for managing regeneration of the diesel-particulate filter that enables implementation of the present invention.
  • FIG. 1 designated as a whole by 1 in Figure 1 is the internal-combustion engine, in particular a supercharged diesel engine, of a vehicle, in particular a road vehicle (not illustrated in the figure), of which only the parts necessary for an understanding of the present invention are shown.
  • the internal-combustion engine in particular a supercharged diesel engine
  • a vehicle in particular a road vehicle (not illustrated in the figure), of which only the parts necessary for an understanding of the present invention are shown.
  • the engine 1 is provided with a turbo-supercharger 2 with variable geometry, a common-rail fuel-injection system 3, an air-intake system 21, an exhaust system 4 for the gases produced by combustion, an exhaust-gas recirculation (EGR) system 5, and an electronic control system 6 for controlling the various systems of the engine 1.
  • a turbo-supercharger 2 with variable geometry, a common-rail fuel-injection system 3, an air-intake system 21, an exhaust system 4 for the gases produced by combustion, an exhaust-gas recirculation (EGR) system 5, and an electronic control system 6 for controlling the various systems of the engine 1.
  • EGR exhaust-gas recirculation
  • the air-intake system 22 comprises an air-intake manifold 8, and an electrically controlled throttle valve 9 set along the air-intake manifold 8.
  • the common-rail fuel-injection system 3 comprises: a plurality of injectors 10, one for each cylinder 11 of the engine 1 (only one of which is shown in the figure), which supply fuel at high pressure to the cylinders 11 of the engine 1; a high-pressure supply circuit (not shown), which supplies fuel at high pressure to the injectors 10; and a low-pressure supply circuit (not shown), which supplies fuel at low pressure to the high-pressure supply circuit.
  • the common-rail fuel-injection system 3 enables implementation, at each engine cycle and in each cylinder 11 of the engine 1, of strategies of fuel injection that envisage actuation of the consecutive multiple injections described in the aforementioned patent application EP 1035314 .
  • the gas-exhaust system 4 comprises a gas-exhaust manifold 12, arranged in cascaded fashion along which are the turbo-supercharger 2, an oxidizing catalytic pre-converter 13, set in a position close to the turbo-supercharger 2, and a diesel-particulate filter 7.
  • the exhaust-gas recirculation system 5 has the purpose of enabling re-introduction into the air-intake manifold 8 of part of the exhaust gases produced by the engine 1 in order to reduce the temperature of combustion and reduce formation of nitrogen oxides (NOx), and is represented schematically as an exhaust-gas recirculation pipe 15, which connects the gas-exhaust manifold 12, in a point set upstream of the turbo-supercharger 2, with the air-intake manifold 8, in a point set downstream of the throttle valve 9, and with a regulation solenoid valve 15, also known as "EGR solenoid valve", set at the end of the exhaust-gas recirculation pipe 12, in the point in which this gives out into the air-intake pipe 8.
  • EGR solenoid valve also known as "EGR solenoid valve
  • the electronic control system 6 comprises: an airflow meter (debimeter) 16, which is set along the air-intake pipe 8, upstream of the throttle valve 9, and supplies at output an electrical signal indicating the flow of air taken in AIR MEAS ; an oxygen-concentration sensor 17 of the proportional type, which is set along the gas-exhaust pipe 12, between the turbo-supercharger 2 and the oxidizing catalytic pre-converter 13, and supplies at output an electrical signal indicating the percentage of oxygen in the exhaust gases, and more in particular proportional to the titre at the exhaust, i.e., to the air/fuel ratio of the burnt mixture (A/F); a temperature sensor 18, which is set at outlet from the oxidizing catalytic pre-converter 13, and supplies at output an electrical signal indicating the temperature of the exhaust gases at outlet from the oxidizing catalytic pre-converter 13 that enter the diesel-particulate filter 7; a differential pressure sensor 19, which is set along the gas-exhaust pipe 12, between the inlet and the outlet of the diesel-p
  • a plurality of threshold values necessary for management of regeneration of the diesel-particulate filter 7, namely:
  • the electronic control unit 20 acquires continuously the following quantities measured by the various sensors listed above, i.e.:
  • the electronic control unit 20 determines:
  • the electronic control unit 20 implements a coordinator 30 (illustrated in Figure 2 ), represented in Figure 3 in the form of a final-state machine, the evolution of which in time depends upon the thermal power P T supplied to the diesel-particulate filter 7, the thermal state of the system, and the conditions of use of the engine and of the vehicle, and in particular is a function of the concentration K o2 of oxygen in the exhaust gases, the temperatures T IN and T F at inlet to and inside the diesel-particulate filter 7, the current thermal power P T supplied to the diesel-particulate filter 7, the amount Mp of particulate accumulated in the diesel-particulate filter 7, and the driving current profile of the vehicle.
  • a coordinator 30 illustrated in Figure 2
  • Figure 3 in the form of a final-state machine
  • the electronic control unit 20 determines preliminarily whether the following conditions necessary for activation of regeneration of the diesel-particulate filter 7 are met:
  • the rise in temperature of the exhaust gases is obtained as described in the aforementioned patent application EP 1281852 , i.e., by varying the phasing of one or more of the multiple injections made with respect to the phasing thereof in conditions of non-regeneration of the diesel-particulate filter 7.
  • the rise in temperature of the exhaust gases is obtained by increasing the amount of fuel injected during the post-injection POST and by delaying the post-injection POST in such a way that the combustion will occur as close as possible to opening of the exhaust valves, and the exhaust gases will not have time to cool down and will consequently reach the diesel-particulate filter 7 at a high temperature.
  • the electronic control unit 20 controls opening of the throttle valve 9 in such a way as to increase the flow of air taken in AIR MEAS and, consequently, the flowrate of the exhaust gases, until the thermal power P T supplied to the diesel-particulate filter 7 reaches the threshold thermal power P T_TH .
  • the state machine In the case where an event were to occur that prevents execution of regeneration when the state machine is in the warm-up state B, for example on account of the engine being turned off, either because the maximum duration t MAx of the entire regeneration step has been exceeded or because an error has occurred or a diagnosis has started, the state machine again returns into the wait state A.
  • the final-state machine evolves from the warm-up state B to the first regeneration state C mentioned above, in which the electronic control unit 20 activates the first regeneration step described above, during which the diesel-particulate filter 7 is regenerated at a rate lower than that at which regeneration would occur normally, in such a way as to "dampen" the amount of heat developed during the first instants of the reaction of oxidation, i.e., during which the reaction of oxidation and hence the combustion of the particulate occur slowly, thus preventing the high temperature peaks and the high thermal gradients that tend to damage the diesel-particulate filter 7 itself.
  • the first regeneration step at a low rate is implemented by closed-loop control of the temperature within the diesel-particulate filter 7 as well as of the oxygen concentration that participates in the reaction of oxidation occurring within the diesel-particulate filter 7, setting as target values of the temperature T IN at inlet to the diesel-particulate filter 7 and of the oxygen concentration K O2 in the exhaust gases the target temperature T IN_TARG_1 and the threshold concentration K O2_TARG_1 stored, respectively.
  • the temperature at inlet to the diesel-particulate filter 7 is controlled by the electronic control unit 20 by controlling the temperature of the exhaust gases in the way described previously, i.e., by acting on the delay of the post-injection POST and on the increase in the amount of fuel injected during the post-injection POST.
  • control of the oxygen concentration K 02 in the exhaust gases is, instead, performed by appropriately controlling, in a way in itself known, hence not described in detail:
  • the oxygen concentration K O2 in the exhaust gases can moreover be regulated by appropriately controlling the timing and amount of fuel injected during the injection AFTER, which bring about an increase in the temperature in the combustion chamber, further consuming the residual oxygen.
  • the duration of the first regeneration step depends prevalently upon the driving profile in which it is performed, as well as upon the current thermal power P T supplied to the diesel-particulate filter 7.
  • the first regeneration step is performed during a town-driving profile, in which the likelihood of causing a thermal shock to the diesel-particulate filter 7 is very high, it is necessary to prolong the duration of the first regeneration step, whereas, in the case where the first regeneration step is performed during an out-of-town-driving profile, in which the temperature of the diesel-particulate filter 7 is usually high, the duration of the first regeneration step will be shorter than that of activation during the town-driving cycle.
  • the electronic control unit 20 selects the maximum duration t MAX_1 of the first regeneration step on the basis of the current driving profile.
  • the state machine returns again into the wait state A.
  • the electronic control unit 20 monitors the residual amount Mp of particulate in the diesel-particulate filter 7 and compares it with the threshold amount M P_TH2 stored.
  • the final-state machine remains in the first regeneration state C, thus continuing with the first step of regeneration of the diesel-particulate filter 7, whereas, when the residual amount M p of particulate in the diesel-particulate filter 7 is equal to or lower than the threshold amount M P_TH2 , or when the duration of the first regeneration step exceeds the maximum duration t MAX_1 , the final-state machine passes from the first regeneration state C to a second regeneration state, designated in Figure 2 by 60 and in Figure 3 by the letter D, in which the electronic control unit 20 activates the second step of regeneration of the diesel-particulate filter 7, during which a greater amount of particulate is burnt per unit time as compared to the amount burnt in the first regeneration step, i.e., during which the reaction of oxidation occurs at a higher rate
  • the second regeneration step it is possible to complete the process of regeneration of the diesel-particulate filter 7 and obtain total cleaning of the diesel-particulate filter 7 preventing, thanks to the gradual passage from the first regeneration state C to the second regeneration state D, the high temperature peaks and the high thermal gradients that tend to damage the diesel-particulate filter 7.
  • the second regeneration step at high rate is implemented by closed-loop control of the temperature within the diesel-particulate filter 7 as well as of the oxygen concentration that participates in the reaction of oxidation occurring within the diesel-particulate filter 7, setting as target values for the temperature T IN at inlet to the diesel-particulate filter 7 and for the oxygen concentration K 02 in the exhaust gases the target temperature T IN_TARG_2 and the threshold concentration K O2_TARG_2 stored, respectively.
  • Control of the temperature at inlet to the diesel-particulate filter 7 and of the oxygen concentration K 02 in the exhaust gases is performed in a way identical to the one described previously with reference to the first regeneration step.
  • the duration of the second regeneration step depends prevalently upon the driving profile in which it is executed, as well as upon the thermal power P T supplied to the diesel-particulate filter 7. Consequently, prior to activation of the second regeneration step, the electronic control unit 20 selects the maximum duration t MAX2 of the second regeneration step on the basis of the current driving profile.
  • the final-state machine returns again into the wait state A, into which it evolves also in the case where there is total emptying of the diesel-particulate filter 7.
  • Figure 4 shows a graph that represents the evolution in time (normalized with respect to the maximum duration of the entire regeneration step) of the temperature T IN at inlet to the diesel-particulate filter 7 and the oxygen concentration in the exhaust gases that flow within the diesel-particulate filter 7 during the entire step of regeneration of the diesel-particulate filter 7 itself. It may be noted how in Figure 4 the evolution of the oxygen concentration during the warm-up step is not represented in so far as the oxygen concentration is not controlled because in those conditions the particulate does not burn.
  • the regeneration of the diesel-particulate filter could be activated on the basis of criteria different from those described above.
  • regeneration of the diesel-particulate filter could be activated when the difference in pressure between the inlet and outlet of the diesel-particulate filter exceeds a given threshold indicating occlusion of the filter itself, or else on the basis of a criterion indicating the effective use of the vehicle, for example with a frequency linked to the distance travelled by the vehicle, for example every 500 or 1000 km.
  • the second regeneration step could be activated on the basis of criteria different from the ones described above.
  • the second regeneration step could be activated on the basis of just one of the two criteria described above.
  • the second regeneration step could be terminated on the basis of criteria different from the one described above.
  • the duration of the second regeneration step instead of terminating when the duration of the second regeneration step has exceeded a threshold duration that is a function of the driving profile of the vehicle, it could terminate when the residual amount of particulate within the diesel-particulate filter drops below a pre-set residual amount, preferably when the diesel-particulate filter is completely emptied.
  • the present invention would hence also envisage calculation of the residual amount of particulate within the diesel-particulate filter not only during the first regeneration step, but also during the second regeneration step, this being a value used both for terminating the second regeneration step and as initial value in the calculation of the amount of particulate accumulated in the diesel-particulate filter for activation of subsequent regeneration thereof.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP06425447A 2006-06-28 2006-06-28 Regeneration of a diesel particulate filter Not-in-force EP1873369B1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP06425447A EP1873369B1 (en) 2006-06-28 2006-06-28 Regeneration of a diesel particulate filter
AT06425447T ATE477405T1 (de) 2006-06-28 2006-06-28 Regeneration eines dieselpartikelfilters
DE602006016094T DE602006016094D1 (de) 2006-06-28 2006-06-28 Regeneration eines Dieselpartikelfilters
US11/812,860 US7891174B2 (en) 2006-06-28 2007-06-22 Management of regeneration of a diesel particulate filter
JP2007169400A JP5345301B2 (ja) 2006-06-28 2007-06-27 ディーゼル粒子フィルターの再生管理
JP2013059030A JP5575292B2 (ja) 2006-06-28 2013-03-21 ディーゼル粒子フィルターの再生管理

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06425447A EP1873369B1 (en) 2006-06-28 2006-06-28 Regeneration of a diesel particulate filter

Publications (2)

Publication Number Publication Date
EP1873369A1 EP1873369A1 (en) 2008-01-02
EP1873369B1 true EP1873369B1 (en) 2010-08-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP06425447A Not-in-force EP1873369B1 (en) 2006-06-28 2006-06-28 Regeneration of a diesel particulate filter

Country Status (5)

Country Link
US (1) US7891174B2 (ja)
EP (1) EP1873369B1 (ja)
JP (2) JP5345301B2 (ja)
AT (1) ATE477405T1 (ja)
DE (1) DE602006016094D1 (ja)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9976456B2 (en) 2013-01-24 2018-05-22 Cummins Filtration Ip, Inc. Virtual filter condition sensor

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US7484503B2 (en) * 2007-06-25 2009-02-03 International Engine Intellectual Property Company, Llc System and method for diesel particulate filter regeneration
DE102008004209A1 (de) * 2008-01-14 2009-07-16 Robert Bosch Gmbh Verfahren zum Betreiben eines Antriebsstrangs eines Fahrzeugs und Vorrichtung zur Durchführung des Verfahrens
US8196392B2 (en) * 2008-05-30 2012-06-12 Caterpillar Inc. Exhaust system having regeneration temperature control strategy
FR2931879B1 (fr) * 2008-05-30 2010-07-30 Peugeot Citroen Automobiles Sa Procede et dispositif de reconnaissance d'une combustion dans un filtre a particules
US8375705B2 (en) * 2008-05-30 2013-02-19 Caterpillar Inc. Exhaust system implementing low-temperature regeneration strategy
ATE496208T1 (de) * 2008-06-25 2011-02-15 Fiat Ricerche Verfahren zur bestimmung der menge von in einem partikelfilter angesammelten partikel
US8281571B2 (en) * 2009-03-06 2012-10-09 Detroit Diesel Corporation Method for three zone diesel oxidation catalyst light off control system
JP5487723B2 (ja) * 2009-05-25 2014-05-07 日野自動車株式会社 パティキュレートフィルタの再生方法
DE102009026630A1 (de) * 2009-06-02 2010-12-09 Robert Bosch Gmbh Verfahren und Steuergerät zum Steuern eines Regenerationsvorgangs eines Abgaspartikelfilters
CN102575550B (zh) * 2009-09-30 2014-10-22 康明斯有限公司 用于增强后处理再生能力的燃油喷射系统及方法
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DE602006016094D1 (de) 2010-09-23
JP5345301B2 (ja) 2013-11-20
JP2008025565A (ja) 2008-02-07
EP1873369A1 (en) 2008-01-02
US20080010971A1 (en) 2008-01-17
ATE477405T1 (de) 2010-08-15
JP2013144989A (ja) 2013-07-25
JP5575292B2 (ja) 2014-08-20

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